Method for operating a track for a railborne vehicle, and corresponding track

ABSTRACT

A track system and related method of manufacturing for a rail-borne vehicle including a tunnel having an interior wall circumference closely matching an exterior profile of the vehicle such that a substantial portion of the air displaced by the vehicle as it travels through the tunnel is not directed between the vehicle and the tunnel. At least one channel is located outside of the tunnel and connected to the tunnel interior by at least one opening between the channel and the tunnel. The air displaced by the vehicle traveling through the tunnel is directed through the opening and into the channel.

FIELD OF THE INVENTION

The present invention relates to a method for the operation of a trackfor a rail-borne vehicle, especially a magnetic levitation track,whereby the vehicle is largely surrounded by a tunnel tube. In addition,the invention relates to a corresponding track for a rail-borne vehiclein a tunnel, whereby the vehicle is largely surrounded by a tunnel tubeand the vehicle is guided in the tunnel tube.

BACKGROUND

DE 40 21 834 A1 discloses a track configuration for a magneticlevitation track which extends essentially in a tunnel. The vehicle ofthe magnetic levitation track is guided on a track plate that isattached in the tunnel tube. The tunnel tube surrounds the vehicle at arelatively wide distance so that catwalks can be installed laterallynext to the vehicle on the tunnel tube wall, on which travelers canreach emergency exits if required. Pressure compensation openingsconnecting the tube to the outside world are proposed for pressurecompensation. The pressure compensation openings cause an outflow fromthe tube of the air displaced by the vehicle. In the examples shown theyare in particularly shown with partially covered tracks, e.g. on amountain slope.

DE 41 15 935 C2 also discloses a track extending in a tunnel tube. Herethere is also a wide clearance between the vehicle and the tunnel wall,as required for the displacement of air as the vehicle goes through.

It is a disadvantage in the state of the art that the relatively largetunnel tubes are used as compared to the vehicles. These large tunneltubes are very costly and time-consuming to produce. In addition, theencounter of rapidly traveling vehicles poses a problem in a tunnel withtwo rails, since the columns of air being pushed ahead cause problemsthat are still unsolved. The vehicles must therefore pass each other ata relatively low speed. The alternatively necessary huge tunnelcross-sections are difficult to realize from an economic standpoint.

SUMMARY

It is therefore an object of the present invention to create aneconomical method for the operation of a track of a rail-borne vehicletraveling in a high-speed range, especially in case of magneticlevitation tracks, and a corresponding track. Additional objects andadvantages of the invention will be set forth in part in the followingdescription, or may be obvious from the description, or may be learnedthrough practice of the invention.

According to the invention, the vehicle is closely surrounded by thetunnel tube with a method for the operation of a track of a rail-bornevehicle in a tunnel. The air displaced by the vehicle as it passes isdirected through openings in the vehicle and/or through at least one airchannel located outside or inside the tube and connected to the tube.The tunnel tube is made as narrow as possible, so that the production ofthe tunnel tube is economically feasible. Costs are reduced thereby andthus the operation of the vehicle becomes more economical.

The air displaced by the vehicle is either removed by means of a specialdesign of the vehicle with passage openings, or is directed into airchannels connected to the tube. These air channels can also be made witha very small cross-section. The production overall is thereby lessexpensive than in producing one single tunnel tube with a largecross-section. In addition, sizing can be much more targeted and therebyan overall smaller cross-section can be realized.

The air channel serves advantageously as an escape and safety path. Theair channel can be entered by persons through the connection betweentunnel tube and air channel, and can be reached by the travelers.Emergency personnel can reach the vehicle having had an accident and cancarry out the necessary life-saving operations.

To ensure the required pressure compensation and availability ofemergency exits, the tube and the air channel are connected over aplurality of openings. The openings may be of different sizes and can beclosed if required.

If the tube is evacuated at least in part, the volume of compressed airis correspondingly reduced so that the air channel can also be ofsmaller size or may even be omitted.

It is especially advantageous if the displaced air is directed passivelyby the movement of the vehicle into the air channel. The dynamicpressure produced as the vehicle travels through the tube then pushesthe displaced air through the openings into the air channel in which itis removed or returned into the tube behind the vehicle. In addition oralternatively, the displaced air can be directed actively, in particularby a turbine, through the vehicle or into the air channel. The turbineproduces an air flow which counteracts the build-up of the dynamicpressure. As a result the vehicle can be operated most advantageously inan energy-saving manner since it does not have to displace the completeair column as in passive operation.

On a track according to the invention of a rail-borne vehicle, inparticular a magnetic levitation track in a tunnel, the vehicle islargely surrounded by a tunnel tube. Built-on parts are provided in thetunnel tube to guide the vehicle. The tunnel tube encloses the vehicleclosely. The air displaced by the vehicle as it goes through the tunnelis directed through openings of the vehicle and/or through air channelslocated outside or inside the tube and connected to the tube.

The track according to the invention is economical to produce since aminimally required tunnel tube is used. The production of such a tunneltube with a small cross-section is considerably more economic than theproduction of a large tunnel tube. A narrow tube with a cross-sectionthat is barely larger than the cross-section of the vehicle, in additionto considerably lower building costs, also offers advantages for theoperation of the vehicle. The guidance of the vehicle can e.g. beintegrated directly into the tunnel tube, so that special supports inaddition to the tunnel tube are hardly or not at all required. The airchannels connected to the tube can also be produced with a very smallcross-section that is distinctly smaller than the cross-section of theactual tunnel tube.

In an inventive and advantageous manner, add-on pieces for the guidanceof the vehicle are provided on the wall of the tunnel tube. Due to thefact that the gap between the vehicle and the tunnel tube is narrow, thebuilt-on parts can be integrated directly into the tunnel wall. Thisallows for especially economic production of the complete systemconsisting of tube and vehicle guidance.

If the add-on pieces are stator surfaces, lateral guide rails, glidinglaths and/or stabilizers, the electrical and mechanical guidance of thevehicle by elements built into the wall is ensured in a very simplemanner. The guidance of the vehicle can then be carried out throughadd-on pieces lying flat against the tunnel tube and/or protruding at anangle and/or protruding as flat surfaces.

The different add-on pieces advantageously unite several guidance anddrive functions within themselves. Thus stator surfaces installed at anangle can for example also play a lateral guiding role. Separate lateralguide rails can thus be omitted entirely or in part.

If the air channel is provided with installations to be used as anescape and rescue path, an aspect in the area of safety technology mustalso be resolved in addition to the functionality of receiving air asthe vehicle passes. A vehicle involved in an accident and its passengerscan escape or be rescued through the air channel. The necessaryinstallations may be e.g. even walkways or roads, fire extinguishers,alarm devices, telephones, ladders, stairs, elevators or stairways goingto the surface or illuminations that are helpful for escape or rescue.

If the air channel is connected to the ground surface, pressurecompensation can be effected directly with the environmental outsideair.

If the tube and the air channel are connected to a plurality ofopenings, the transfer from tunnel tube into the air channel is possiblefor passengers and rescue personnel at many locations. Evacuation orrescue can thus be rapid and reliable. In addition, the air displaced bythe vehicle is certain to be able to escape rapidly from the tunnel tubeinto the air channel so that the travel resistance of the vehicle isreduced. For this it is also an especial advantage if the openings areof a size that ensures that the air displaced by the vehicle is able toescape completely into the air channel. This applies of course also tothe size of the air channel which must also be sized so that thedisplaced air can be received by the air channel at least for thegreatest part.

It is especially advantageous if the edges of the opening are designedso as to favor flow. The displaced air can then flow into the airchannel and back into the tunnel tube without major flow resistance.

The openings between tube and air channel can advantageously be closed.Thus it can be ensured in case of a fire that the escape route ispreserved. Furthermore, the air guidance can be influenced in a targetedmanner with vehicles meeting each other in the tunnel tube.

If the tube is provided with devices for the at least partial evacuationof the tube, only a small amount of air is to be displaced. The airchannels can accordingly be small, and this in turn makes a veryeconomic production of the air channels possible.

If the cross-sectional forms of the tube and of the vehicle aresubstantially identical, the cross-section of the tube is mostly filledout by the vehicle. Only a small amount of air flows past the vehicleinside the tube. The displaced air in front of the vehicle is removed inthis case almost completely into the air channel or channels. In orderto further reduce the dynamic pressure to which the vehicle is subjectedas it travels through the tunnel it is advantageous to equip the turbineand/or the vehicle with a turbine. The air to be displaced ispre-accelerated by the turbine so that it need not be put in motion bythe vehicle alone. The flowing-off into the air channel or through thevehicle can be accelerated thereby. The travel resistance of the vehicleis thus considerably reduced.

It is especially advantageous if the turbine is installed in the area ofa recess in the vehicle relative to the tunnel and/or the air channel.While the tunnel tube essentially surrounds the vehicle closely, thevehicle can be recessed in the area where a turbine is installed in thetube so that as it travels over the turbine it does not collide with it.Alternatively, it is also possible for the turbine to be fixedlyinstalled in the vehicle and accordingly accelerate the air. The turbinecan serve as propulsion by reaction of the vehicle in that case and thusassist in the actual propulsion of the vehicle.

In another possible embodiment the turbine is located in the air channeland already accelerates the air therein and if necessary guides it bymeans of a suitable air guidance system out of the tunnel tube into theair channel as soon as the vehicle approaches that particular locationin the tunnel. Usually it suffices if the turbine is started up justbefore the vehicle passes. Continuous operation is usually not required.

If the turbine is located at the tunnel entrance and or at points ofencounter in the tunnel, the areas in which compressed air acts withparticular force upon the vehicle can be disarmed. The thrust ofcompressed air at the tunnel entrance as well as where a vehicle comingin the opposite direction in the tunnel is encountered is reducedsignificantly by a suitably actuated turbine, since the compressed airis conveyed very rapidly by that turbine, in particular into the airchannel.

Additional advantages of the invention are described in the followingexamples of embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1-3 show different cross-sections of tunnel tubes and vehicles,

FIGS. 4-6 show different tunnel cross-sections with vehicles with activeair displacement,

FIG. 7 shows a vehicle in a tunnel tube with air channels and

FIG. 8 shows two vehicles crossing each other in tunnel tubes with acommon air channel.

Reference will now be made to one or more embodiments of the invention,at least one example of which is illustrated in the drawings. Theembodiments are presented by way of explanation of the invention, andnot as a limitation of the invention. It is intended that the inventioninclude modifications and variations to embodiments illustrated anddescribed herein.

DESCRIPTION

FIG. 1 shows a tunnel tube 1 in cross-section which closely surrounds avehicle 2. The vehicle 2 is essentially of circular construction justlike the tunnel tube 1. To guide and advance the vehicle 2, add-onpieces 3 are installed in the tunnel tube. Via these add-on pieces 3 thevehicle is able to move in longitudinal direction relative to the tunneltube 1 by means of suitable propulsion means not shown here, e.g. amagnet drive. The distribution of the add-on pieces 3 on thecircumference of the tunnel tube 1 exerts a certain stabilization on thevehicle 2 so that a quiet running of the vehicle 2 is made possible. Theadd-on pieces 3 are integrated into the tunnel wall and assume thecombined functions of the lateral guide rails, the gliding laths and thestator surfaces of conventional systems.

The ram air produced by the vehicle 2 as it travels through the tunneltube 1 is pushed ahead in front of the vehicle 2. As shall be describedfurther below, the removal of this air through different systems is madepossible by the invention.

FIG. 2 shows another embodiment of a tunnel tube 1 and of a vehicle 2.The add-on pieces 3 of the tunnel tube I extend into the tunnelcross-section and thereby further stabilize the vehicle 2. The add-onpieces 3 and the corresponding drive elements of the vehicle 2 areadditionally guided by the configuration of the add-on pieces 3 andtheir angle of installation on the tunnel wall and cause the running ofthe vehicle 2 to be especially quiet. The upper add-on pieces 3 assumethe functions of the stator surfaces and lateral guide rails, while thelower add-on pieces 3 assume the functions of gliding laths and of thelateral guide rails.

According to the embodiment of FIG. 3 the tunnel tube 1 has add-onpieces 3 that extend on the one hand at an angle into the cross-sectionof the tunnel tube 1 as shown in the design of FIG. 2. In addition, anadditional add-on element 3′ in the manner of a routing circuit isprovided and also extends into the interior of the tunnel tube 1. Thevehicle 2 supports itself with its stator surfaces and lateral guiderails against the add-on pieces 3 and 3′ and thus make a stable runningof the vehicle possible. The add-on pieces 3 and 3′ assume in turncombined tasks of the drive and the guidance of the vehicle 2.

FIG. 4 shows a sketch of a tunnel tube 1 and of a vehicle 2 according tothe principle of FIG. 1. The add-on pieces 3 are located at thecircumference of the tunnel tube 1. A turbine 4 which aspires the air tobe displaced through an air inlet 5 guides it through the vehicle 2 andexpels it again at the end of the vehicle 2 is provided in the vehicle2. The dynamic pressure is thus considerably lower than with a vehicle 2traveling through the narrow tube without such an assist. The turbine 4furthermore causes the vehicle 2 to be further accelerated by the recoilas the air is expelled at the end of the vehicle 2. The vehicle 2 canthus be operated in an energy-saving manner.

In FIG. 5 a support 6 is provided in the tunnel tube 1. On the supports6 are add-on pieces 3 ensuring the drive and lateral guidance of thevehicle 2 together with the drive means of the vehicle 2. An empty spaceexists between the supports 6 and is not filled by the vehicle 2. Thisempty space constitutes the air channel 8 through which the displacedair of the vehicle 2 is guided past the vehicle 2. In this empty space,and at certain distances from each other or at each of certain criticalpoints such as e.g. at the tunnel entrance or at meeting points, is aturbine 4. The turbine 4 is fixedly attached at that location andensures pressure compensation as the vehicle 2 approaches and goes overthe turbine 4. At lower travel speeds or with a suitable size of thetube 1 it is also possible to omit the turbine 4.

The add-on pieces 3 as well as the drive system of the vehicle 2 areessentially those of the state of the art for the driving of magneticlevitation vehicles. For such an application of the invention, merelythe required configuration of the vehicle 2 would be necessary.

FIG. 6 shows a tunnel tube 1 with supports 6 and add-on pieces 3 as inFIG. 5. By contrast to the embodiment according to FIG. 5, two turbines4 are installed on the vehicle 2 in the embodiment of FIG. 6. Theturbines 4 are in operation especially during travel in the tunnel 1 andactively convey the ram air through the vehicle 2 towards its end. Theturbines 4 are located at the top and on the underside of the vehicle 2so that the central area is available for passengers or transportedgoods.

FIG. 7 shows a sketched representation of a tube system in cross-sectionand top view. The tunnel tube 1 through which the vehicle 2 travels islocated in the center between two air channels 8. One single air channel8 may also suffice. The tunnel tube 1 is connected to the air channels 8via openings 9. As the vehicle 2 travels through the tube 1, the airdisplaced by the vehicle is pressed through the openings 9 into the airchannels 8. The displaced air masses flow back into the tunnel tube 1behind the vehicle 2 and ensure pressure compensation at that point.

A system of this type is especially easy to realize as the requiredtubes 1 and 8 can easily be driven into a mountain. The tubes 8 are usedadditionally as escape and rescue paths through which a damaged vehicle2 can be supplied. The openings 9 and the air channels 8 are sized sothat the air displaced by the vehicle 2 is received to a great extent.The resistance against vehicle 2 as it travels through the narrow tunneltube 1 is thereby minimized. The edges of the openings areadvantageously designed so as to favor flow in order to allow thedisplaced air to flow without great flow resistance into the air channeland back into the tunnel tube.

The air channel 8 is used in addition as escape and rescue path for bothtunnel tubes 1. For this reason it is provided with a catwalk or travelpath 10 located on the bottom of the air channel 8.

The present invention is not limited to the examples of embodimentsshown. In particular combinations of the different embodiments as wellas embodiments not shown falling within the protection scope of theclaims are possible. The air channel need not be always parallel to thetunnel tube. It may also be directed towards the earth surface in orderto make pressure compensation possible at that point.

1-19. (canceled)
 20. A method for operation of a rail-borne vehicle in atunnel, whereby the vehicle is closely surrounded by the tunnel tubesuch that a substantial portion of the air displaced by the vehicle asit travels through the tunnel is not directed between the vehicle andtunnel, said method comprising directing the air displaced by thevehicle through at least one channel located outside of the tunnel andconnected to the tunnel by at least one opening between the channel andthe tunnel.
 21. The method as in claim 21, wherein the channel alsofunctions as an emergency path for escape or rescue.
 22. The method asin claim 21, wherein the air displaced by the vehicle is directed intoand out of the channel as the vehicle travels through the tunnel by aplurality of openings between the tunnel and the channel.
 23. The methodas in claim 21, further comprising evacuating the tunnel at leastpartially as the vehicle travels through the tunnel.
 24. The method asin claim 21, wherein conduction of the air displaced by the vehicle intothe channel is assisted with a turbine.
 25. The method as in claim 24,wherein the turbine is located within the channel.
 26. The method as inclaim 21, wherein a portion of the air displaced by the vehicle isdirected through the vehicle and back into the tunnel behind thevehicle.
 27. A method for operation of a rail-borne vehicle in a tunnel,whereby the vehicle is closely surrounded by the tunnel tube such that asubstantial portion of the air displaced by the vehicle as it travelsthrough the tunnel is not directed between the vehicle and tunnel, saidmethod comprising directing the air displaced by the vehicle through thevehicle and back into the tunnel behind the vehicle.
 28. The method asin claim 27, wherein conduction of the displaced air through the vehicleis assisted with a turbine.
 29. The method as in claim 28, wherein theturbine is located within the vehicle.
 30. The method as in claim 27,wherein at least a portion of the air displaced by the vehicle isdirected through an opening in the tunnel into a channel disposedoutside of the tunnel.
 31. A track system for a rail-borne vehicle,comprising: a tunnel having an interior wall circumference closelymatching an exterior profile of the vehicle such that a substantialportion of the air displaced by the vehicle as it travels through saidtunnel is not directed between the vehicle and said tunnel; at least onechannel located outside of said tunnel and connected to said tunnelinterior by at least one opening between said channel and said tunnel;and whereby air displaced by said vehicle traveling through said tunnelis directed through said opening and into said channel.
 32. The tracksystem as in claim 31, further comprising vehicle guidance add-on piecesattached to said tunnel interior wall.
 33. The track system as in claim32, wherein said guidance add-on pieces comprise any combination ofstator surfaces, lateral guide rails, gliding laths, or stabilizers. 34.The track system as in claim 31, wherein said add-on pieces areconfigured for multiple functionalities.
 35. The track system as inclaim 31, wherein said channel is configured as an emergency path forescape and rescue.
 36. The track system as in claim 31, wherein saidchannel is in communication with the outside environment such thatdisplaced air within said channel is conducted to outside of saidtunnel.
 37. The track system as in claim 31, comprising a plurality ofsaid openings between said tunnel and said channel such that displacedair within said channel is conducted back into said tunnel behind thevehicle.
 38. The track system as in claim 31, wherein said opening iscloseable.
 39. The track system as in claim 31, wherein said tunnel isconfigured for evacuation of air within said tunnel.
 40. The tracksystem as in claim 31, wherein a cross-sectional profile of said tunnelis substantially identical to a cross-sectional profile of the vehicle.41. The track system as in claim 31, further comprising a turbinedisposed to assist in conduction of air displaced by the vehicle. 42.The track system as in claim 41, wherein said turbine is turbine isdisposed within the vehicle.
 43. The track system as in claim 41,wherein said turbine is disposed within said tunnel.
 44. The tracksystem as in claim 43, wherein said turbine is disposed at an entranceto said tunnel.
 45. The track system as in claim 43, wherein saidturbine is disposed at a meeting location within said tunnel betweenvehicles traveling in opposite directions within adjacent tunnels.
 46. Atrack system for a rail-borne vehicle, comprising: a rail-borne vehicle;a tunnel having an interior wall circumference closely matching anexterior profile of said vehicle such that a substantial portion of theair displaced by said vehicle as it travels through said tunnel is notdirected between said vehicle and said tunnel; and a passage throughsaid vehicle configured such that air displaced by said vehicletraveling through said tunnel is directed through said passage and backinto said tunnel behind said vehicle.
 47. The track system as in claim46, further comprising guidance add-on pieces attached to said interiorwall of said tunnel, said add-on pieces comprising any combination ofstator surfaces, lateral guide rails, gliding laths, or stabilizers. 48.The track system as in claim 46, wherein a cross-sectional profile ofsaid tunnel is substantially identical to a cross-sectional profile ofthe vehicle.
 49. The track system as in claim 46, further comprising aturbine disposed to assist in conduction of air displaced by thevehicle.
 50. The track system as in claim 46, wherein said turbine isturbine is disposed within said vehicle.
 51. The track system as inclaim 49, wherein said turbine is disposed within said tunnel.
 52. Thetrack system as in claim 46, further comprising a channel incommunication with said tunnel interior through an opening, said channelconfigured to conduct at least a portion of the air displaced by saidvehicle.
 53. The track system as in claim 52, wherein said channel is incommunication with the outside environment such that displaced airwithin said channel is conducted to outside of said tunnel.
 54. Thetrack system as in claim 52, comprising a plurality of said openingsbetween said tunnel and said channel such that displaced air within saidchannel is conducted back into said tunnel behind the vehicle.
 55. Thetrack system as in claim 52, wherein said opening is closeable.